Oil-burning locomotive



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G. W. PRESCOTT. O-IL BURNING LOGOMOTIVB.

Na. 606,287. Patented June 28, 1898.

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G. W. PRESCOTT. OIL BURNING LOOOMOTIVE.

No. 606,237. Patented June 28,1898.

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G. W. PRESCOTT. OIL BURNING LOOOMOTIVE.

Patented Jung.- 28., .1 898.

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G. W. PRESCOTT. OIL BURNING LOOOMOTIVB.

No. 606,23 Patented June 28,1898.

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G. W. PRESCOTT. OIL BURNING LOOOMOTIVE.

No. 606,237. Patented June 28,1898.

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G. W. PRESCOTT. OIL BURNING LOOOMOTIVE.

No. 606,287. Patented June 28,1898.

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G. W.'PRESOOTT. OIL BURNING LOGOMOTIVE.

No. 606,237. Patented June 28,1898.

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G. W. PRESCOTT. OIL BURNING LOGOMOTIVE.

No. 606,287. Patented June 28, 1898 five)??? 620w MascoZz? THE Noam: PETERS. co, pmmz unaW WASHWGTOM av c.

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IV. PRESCOTT, OF HIGHLAND, CALIFORNIA.'

olt-eusume LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 606,237, dated June 28, 1898.

Application filed December 14, 1896. $eria1 No. 615,575. (No model.) I

To all whom it may concern.-

simple, economical, and efficient locomotive engine particularly adapted for the burning of hydrocarbon oils; and the invention consistsin the features, combinations, and details of construction hereinafter described and claimed. p

In the accompanying drawings, Figure 1 is a side elevation of a portion of the locomotive and tender fitted with my improvements; Fig. 2, a sectional elevation of a portion ofthe locomotive, taken on the lines 2 2 of Fig.

3; Fig. 3, a transverse sectional elevation taken through the cab on line 3 of Fig. 2; Fig. 4, a transverse sectional elevation of the locomotive fire-box, taken on line 4 of Fig. 2; Fig. 5, a longitudinal sectional elevation of the tender, taken on line 5 of Fig. 6,; Fig. 6, a plan sectional view of the tender, taken on line 6 of Fig. 5; Fig. 7, a transverse sectional view of the tender, taken on line 7 of Fig. 5; Fig. 8, an enlarged sectional view of the valve for supplying steam 'to the water, or vice versa, taken on line 8 of Fig. 6; Fig. 9, an elevation of one of the supporting-studs,showing the pipe partly in section, taken on line 9 of Fig. 6; Fig. 10, an enlarged vertical sectional elevation of the vent-tn be and valve, taken on line 10 of Fig. 5; Fig. 11, an enlarged vertical sectional elevation of the oilfeed valve, taken on line 11 of Fig. 6; Fig. 12, an enlarged view of the upper portion of the valve-rod; Fig. 13, an enlarged sectional view of the lower portion of the valve-rod and other parts, taken on line 13 of Fig. 11; Fig. 14:, an enlarged plan sectional view taken on the line 14 of Fig. 11. Figs. 15 and 16 are similar views taken on the lines 15 and 16 of Fig. 11; Fig. 17, an enlarged vertical section'al view taken on line 17 of Fig. 5, showing the feed-water valve; and Fig. 18, an enlarged broken vertical sectional view of the water-drawoff valve, taken on line 18 of Fig. 5.

In illustrating and describing my improvements I will illustrate only that which Icon- Sider to be new in connection with so much of the mechanisms as are old as will enable those skilled in the art to make and practice the invention, leaving out of consideration the mechanismswhich are well known in the art, so as to avoid confusion or ambiguity.

In constructing a locomotive andtender in accordance with my improvements I use a locomotive A and provide it with a fire-box B. The fire-box is arranged in the usual portion of the locomotive, and in order to adapt it for the economical combustion of liquid or comminuted hydrocarbons of all kinds I provide the fire-box with a lining 19, formed of refractory material, preferably fire-brick.

The upper portion of the fuel-chamber is provided with an arched roof I), as shown in Fig. 4, and forms a portion only of the roof, while the bottom .or lower portion isoppositely curved. By making the lower and upper portions of the fire-box in oppositely-formed arches I practically do away with all sharp corners, so as to interfere as little as possible with the development of the flames, and at the same time permit of anarrangement of the interior lining so that it may be readily locked in position or prevented from displacement during the operation or running of the locomotive, especially when the walls are sub jected to high temperature. I further provide the rear jacket of the fire-box with a defleeting relatively lower arch b that forms a portion of the roof and acts to force the distilled gases into contact with the incoming airand ignited gases and perfect its combustion; otherwise such gases would be liable to be broken up, the carbon liberated, and smoke formed, which would interfere largely with the economy of combustion.

To admit the proper amount of atmospheric air and its oxygen into the f urn ace to support combustion, I provide the bottom portion with a right-angular pipeO and arrange its open end 0 toward the front of the fire-box, while its inner or educt opening 0 is arranged so as to lead the air in at a'point in the bottom of the fire-box where it will be freed to readily mix with the atomized oil or distilledgases, and thus support combustion in the most economical manner. The inlet-opening of this air-pipe is provided with a'swinging door 0 having lever and rod connections a with a handle 0 which is arranged in convenient position in the cab, the upper portion of the handle being provided with suitable adj usting and retaining mechanism 0 by which the position of the door and the size of the opening may be regulated.

To supply the requisite amount of liquid hydrocarbon to the fire-box or fuel-chamber economically and efficiently, I provide a burner D, which is arranged at the lower portion of the rear jacket. This burner is provided with an oil-supply pipe d, which leads to and is connected with the oil-chamber of the tender, hereinafter described.

It is well known, especially in this country,

that the use of locomotives in different sec-.

tions of the country is such that at one time it is in a comparatively warm climate and at another in a comparatively cold climate. This is particularly the case during the late fall months or early spring. Provision must be made,therefore,by which the oil in the burner should be maintained as nearly as possible at a predetermined temperature to prevent the forming of unnecessary gas or prevent the oil from congealing. In order to accomplish this result, I provide a steamsupply header D and connect it by means of a supply-pipe d to a chamber of the burner that surrounds the oil-chamber. The details of construction of the burner-chamber I will not in this specification describe and claim, preferring to leave this for a subsequent application, in which I will describe and claim it broadly. I connect the burner with a second pipe d that is led back through the oil-chamber of the tenderand connects with the water-space of the tender, so that at times a supply of steam may be furnished the burner to keep the oil up to a predetermined temperature, and when the surrounding atmosphere is warm the steam may be shut off and a supply of water furnished to the burner to provide for a lower temperature. In Fig. (3 I have shown the pipe d as leading in through the oil-space of the tender and surrounding the outlet or supply pipe 61 back into the water-space of the tender. Theoil-burner is further provided with two pipes (Z and d, that lead to each side of the burner and connect it with the steamhead, so that such steam may be used in the burner for the purpose of atomizing the oil as it flows over the end d of the burner. The outlet for the steam is at the lower portion of the front end of the burner, and the oil flows over the upper portion of the front end, so as to be contacted by the steam, atomized, and driven forward against the front portion of the wall, as indicated by the dotted lines. While it is being driven forward it mingles with the incoming air, and when ignited combustion takes place.

In constructing the tender in accordance with my improvements I provide the usual platform E, supported in the usual way by means of the wheels e. 011 the upper portion of the platform is secured a tank for holding the water and the oil. This tank is formed of an outside casing G and an inner casing G. The space 9 between the inner and outer casing I use for holding water, while the central space 9', which is inclosed by the inner casing, I use for the purpose of holding the oil. These casings are preferably formed of metal and are spaced apart and braced by means of stays g and braces g In order to hold the tank down firmly in connection with the platform of the tender and prevent its displacement at all times, I provide two straps II, that are passed longitudinally over the upper portion of the casing, and secure them by means of bolts h to the front and real sills. The lower portions of the front and rear of the casing are provided with lugs h, which are also securely bolted to the respective sills, thus at all times insuring a safe engagement of the tank with the truck, which will prevent the oil from running over the ground and taking fire. The oil-chamber is provided with transverse sheets 9 that are vertically disposed and so placed in the oil as to prevent splashing or minimize the disturbance of the oil due to sudden stoppage or starting of the locomotive. The oilchamber is provided with a filling-tube I, which passes through the water-space and has its lower portion or opening in the upper wall of the oil-chamber provided with a door 11, held in place by means of a latch t". The upper portionof it is provided with a cover 1?, held in place by means of a bridge i both of which are so arranged and constructed as to be oil-tight. The water-tank is provided with the usual filling-tube and cover 71 The advantages of this specific structure of tender are such that the oil is incased, as it were, in a body of water, so that the effect of the surrounding atmosphere is prevented from affooting the oil until it has passed through the water, which forms largely an insulating medium and materially assists in keeping the oil at a determined temperature.

To furnish the oil-supp] y pipe with its req uisite amount of oil, I provide a tube K and support it in desired vertical position around the inlet of the supply-pipe, preferably between the upper and lower walls of the oilchamber. This pipe is provided with verti- ILO I cal slots or openingsk, through which the oil must enter before entering the supply-pipe, and such slot acts as a guard to preventlarge pieces of sediment or fibrous material'from entering the supply-pipe and clogging the same. By making these slots or openings of a considerable length I furnish means, as it were, to prevent or minimize the danger of clogging-that is, small pieces of fibrous material will usually flow on the upper portion of the oil, so that oil may pass under and over and enter the pipes. The inside of this pipe, or, more properly speaking, the inlet-opening of the supply-pipe, is provided with a Valveseat 70, and the tube K is provided with a vertically-movable valve K,'having its rod portion k extending out through the upper portion thereof, so that it may be readily reached by the attendant to open the valve.

The inner portion of the tube is provided with transverse rods k and between such rods and the valve is inserted a helical coiled spring 712 so that the normal tendency of the valve is toward a closed position to prevent the outflow or'su pply of the liquid from entering the uid hydrocarbon from leaving the supplychamber. Especially is this true if an'accident should occur, so that the danger from fire may be minimized. In order to provide means for accomplishing this result, 1 provide the upper part of the valve-rod with a perforation or opening K in which a key or pin K may be inserted. The pin is connected with some portion of the locomotive by means of a cable, wire, or chain. I further provide the supply-pipe with a valve K which has bell-crank levers 7r", one of such levers'being connected with some portion of the locomotive by means of a chain or similar device 70 the arrangement being such that if the tender or locomotive tip over or become separated the pin is pulled out and the valve K turned to its closed position,

thus preventing the oil from leaving the tank. As above stated, the valve K is provided with bell crank lever arms, one of which is provided with a vertical pin it, that extends above the floor of the tender, so that by pressing the same the attendant may open the Valve the required amount.

As hereinbefore stated, it is found desirable to use steam or water in connection with the burner and the oil-tank, so as to provide.

of the valve maybe regulated to any desired extent, so that if a pressure of twenty pounds of steam is necessary to keep the oil from congealing the valve will resist all pressure up to that amount, while an excess of pressure above that amount will open the valve and permit the steam to escapeinto thewater. The valve is provided with a stem or rod L, that is led up to and which may be connected with a hook Z so that if it be desired tofurni'sh a supply of water to lower the temperature of the oil the steam may be shut ott' in end m extends out into the air.

the engine-cab and the rod held in the position shown in Fig. 5. This opens the valve and allows a supply of water to flow back through the pipe and in the oil, and thus assist in lowering the temperature of the oil in the tank and in the burner.

At times it is well known that a certain amount of gas will form from the oil or that theoil in flowing out will need the assistance of the atmospheric pressure. In order to providefor the escape of gas, the necessary supply of atmospheric pressure, and prevent oil from escaping should the tender tip over, I make a tube M and arrange it in theupper portion of the oil-chamber, so that its upper The upper portion of the tube is provided with a perforated cap m and the lower portion with a perforated valve-casing m When the tender is in its normal position, the parts occupy the relative positions shown in Fig. 10, in which it will be noticed that a ball M is so arranged as not to interfere or obstruct the passage of gas into the open air or the inflow of atmospheric air. Should the tender be .tipped over, however, the ball will roll into .the position shown in dotted outline, Fig. 10,

vide a draw-off valve P and arrange it in the lower portion or floor of the oil chamber. This valve is providedwith a stem or rod 13, which extends up above the upper portion of the tender and is provided with a handle or similar portion 9. A helical coiled spring 13 is arranged in a tubular casing 19 between the walls of the water and oil chambers and abuts against a shoulder 19 of the valverod, so as to act to normally keep such rod closed at all times. In examining Fig. 11 it will be seen that the lower portions of the openings 70 of the oil-supply tube are arranged slightly above the bottom of the oilsupply tank. This arrangement is for the purpose of allowing a'small portion of water to accumulate in the bottom and not be drawn into the supplypipe. This water may be drawn off through the valve above described whenever the attendant thinks there is sufficient quantityin IIO the tank to necessitate the drawing off of the is of an old and well-known forin in common use and needs no particular description here. While I have described my invention with more or less minuteness as regards details and as being embodied in certain precise forms, I do not desire to be limited thereto:

unduly or any more than is pointed out in the claims. On the contrary, I contemplate all proper changes in form, construction, and arrangement, the omission of immaterial elements, and the substitution of equivalents as circumstances may suggest or necessity render expedient.

I claim- '1. In mechanisms of the class described, the combination of a locomotive provided with a fire-box, a lining of refractory material in the fire-box, an arched upper roof coveringa portion of the front of the fuel-chamber, a relatively lower roof covering a portion of the rear of the fuel-chamber, a hydrocarbon-fuel burner arranged in the lower portion of the rear wall of the fire-box so as to direct the fuel across the fire-box and against the front wall thereof, and a right-angular pipe or passage arranged with its inlet-opening toward the front end of the locomotive and connected with the fire-box in the front portion thereof, so as to admit air at substantially right angles to the injection of the fuel, substantially as described.

2. In mechanisms of'the class describe,d,the combination of a locomotive provided with a fire-box or fuel-chamber, a liquid-hydrocarbon burner arranged in such fuel-chamber, a tender provided with an oil-supply reservoir and a water-reservoir, an oil-supply pipe connectin g the burner with the supply-chamber, a steam-pipe leading from the source of steamsupply toand around the burner and to the 1 source of water-supply, a valveon said steampipe to govern the admission of steam and a second valve on said pipe arranged in the water-supply chamber, whereby steam or water may be sent through such pipe for the purposes described, substantially as described. 7

3. In mechanisms of the class described, the combination of a locomotive provided with a fire-box or fuel-chamber, an oil-burner arranged in such chamber, a tender provided with an oil-reservoir, an oil-supply pipe connecting the oil-reservoir with the oil-burner, a vertical perforated tube surrounding the inlet of the oil-supply pipe'in the oil-chamber, a vertically-movable valve in the Vertical tube, a helically-coiled spring for normally holding the vertically-movable valve closed, a pin for holding the vertically-movable valve in its open position, and means for connecting the pin on the vertically-m ovable valve with the locomotive so that when the normal relation of the tender and locomotive is disturbed the pin is withdrawn and the valve closed, substantially as described.

4. In mechanisms of the class described,the combination of a locomotive provided with a fire-box or fuel-chamber, an oil-burner arranged in such chamber, a tender provided with an oil-reservoir, an oil-supply pipe connecting such reservoir with the oil-burner, a vertical perforated tube surrounding the inlet of the oil-supply pipe in the oil-chamber, a vertically-movable valve in the vertical tube, a helically-coiled spring for normally holding said vertically-movable valve closed, a pin for holding the vertically-movable valve in its open position, means for connecting the pin on the vertically-movable valve with the locomotive, a supply-valve in the oil-supply pipe, and means connecting the supply-valve on the supply-pipe with the locomotive, so that when the normal relation of the tender and locomotive is disturbed such mechanisms are operated and both of the valves closed, substantially as described.

5. In mechanisms of the class dcscribed,the combination of a locomotive provided with a fire-box or f uel-chamber, an oil-burner in such chamber, a tender provided with a water-reservoir and an oil-reservoir, an oil-supply pipe in the oil-reservoir and connected with the oil-burner, a steam-supply pipe leading from a source of steam-supply arranged contiguous to the oil-supply pipe through such reservoir and having its open end arranged in the water-supply chamber, and means for admitting either steam or water into such steam-supply pipe as desired, substantially as described.

6. In mechanisms of the class described,the combination of a locomotive provided with a fire-box or fuel-chamber, an oil-burner in such chamber, a tender provided with a water-reservoir and an oil-reservoir, an oil-supply pipe in the oil-reservoir and connected with the oil-burner, a steam-supply pipe leading from a source of steam-supply around the burner to the oil-reservoir, around the oil-supply pipe and through such reservoir, and with its open end arranged in the water-supply chamber, and means for admitting either steam or water into such steam-supply pipe as desired, substantially as described.

'7. In mechanisms of the class described, a tender providing an oil-reservoir, a water-drip valve arranged flush with the'bottom of the oil-receptacle, and an oil-supply valve in the lower portion of the oil-supply chamber with its inlet-opening arranged slightly above the bottom portion thereof, substantially as described.

8. In mechanisms of the class described, a tender in which there are combined inner side walls and cover to provide an oil-receptacle, a water-drip valve arranged with its inletopening flush with the bottom of the oil-reeeptacle, an oil-supply pipe with its inletopening arranged in such oil-reservoir slightly above the bottom portion thereof, and a combined air and gas vent arranged in the upper portion of the oil-receptacle with an automatic valve so that when the normal position of the tender is disturbed such valve will be automatically closed and oil prevented from escaping therefrom, substantially as described.

GEORGE IV. PRESCOTT. 

